Note: Descriptions are shown in the official language in which they were submitted.
DUAL INDEPENDENT INPUT HYDRAULIC SHUTOFF
Description
Technical Field
This invention relates to hydraulic circuits employing
valves to regulate pressure and flow.
Background Art
Fuel management systems for aircraft gas turbine
engines control both fuel mass flow rate and pressure,
maintaining demanded levels of engine performance ovex a
broad range of operating conditions and environments.
Should this range be exceeded, and to account for
unforeseeable circumstances, these systems usually offer the
capability to override some or all of these automatic
controls. Typically, the most fundamental of these override
safeguards is the one providing for shut down of all fuel
flow to the engine injectors.
In most present systems, a shutoff valve located in the
engine fuel line controls flow to the engine injectors.
When the pressure applied at an actuation port located on
this shutoff valve exceeds some predetermined pressure, the
valve closes and all fuel flow stops. Oonversely, when the
pressure at the actuation port on the shutoff valve falls
below this predetermined pressure, the valve opens. To
control its pressure, the actuation port connects to an
outlet of a sequencing valve having two inlets and two
control ports. The first inlet connects to.a fuel source
with sufficient pressure to exceed the predetermined shutoff
valve actuation pressure. The second inlet connects to the
system drain, a low pressure source.
When high pressure is applied at the first control
port, or run port, the outlet connects with the second
1
H1992-SS
inlet, venting the actuation port to the system drain and
opening the shutoff valve. When the outlet connects to the
second inlet in this fashion, a hydraulic latch inside the
sequencing valve engages. With this latch engaged, the
outlet will remain connected to the second inlet, regardless
of the pressure applied at the run port. To disengage this
latch, high pressure is applied at the second, or shutdown,
port. When the latch disengages, the outlet connects to the
first inlet, pressurizing the actuation port to close the
shutoff valve.
To control the pressure at the run and shutdown ports,
each connects to a two-position solenoid valve. When the
shutdown solenoid valve energizes, high pressure is applied
at the shutdown port. When the shutdown solenoid valve is
de-energized, the shutdown part vents to the system drain.
At all times, the run port vents, through an orifice in a
vent line, directly to the system drain. When the run
solenoid valve is energized, high pressure fuel is delivered
to the run port. The size of the orifice in the vent line
is selected to allow the high pressure fuel to flow into the
system drain at a low rate. When the run solenoid
subsequently de-energizes, high pressure fuel in the line
supplying the run port bleeds to the drain through the vent
line, venting the run port.
Before the engine fueled by the system is started, both
the shutdown and the run solenoid valves remain de-
energized. As both ports on the sequencing valve are
therefore vented, high pressure fuel is delivered to the
actuation port, keeping the shutoff valve closed. When the
engine is to be started, the run solenoid valve energizes,
pressurizing the run port. The sequencing valve then
latches, opening the shutoff valve by venting the actuation
port to the system drain. When the running engines are to
_ 2 _
a~'~~~~~C~
be shut down, the shutdown solenoid valve energizes,
pressurizing the shutdown port to disengage the hydraulic
latch. With the hydraulic latch disengaged, high pressure
fuel is delivered to the actuation port, closing the shutoff
valve and stopping all fuel flow to the engines.
The foremost advantage of this type of system is that
the mechanism that stops engine fuel flow is electrically
and mechanically independent of the mechanism that starts
it. Fewer components would be required if a single solenoid
valve were used to control the pressure at the actuation
port on the shutoff valve. With an electronic OR circuit,
the shutdown and run commands could be reduced to a single
signal that controls the state of this single solenoid
valve. If all components perform as intended, this
configuration functions identically to the aforementioned
two-solenoid valve one, and a solenoid valve and sequencing
valve are eliminated. However, should a single element fail
in the single-solenoid valve system, fuel shutoff and run
capability could be lost. In the two-solenoid valve system,
due to isolation, at least two elements must fail in order
to completely lose control of the shutoff valve, a much less
probable occurrence.
Disclosure of Invention
Objects of the invention include providing capability
in fuel management systems to stop fuel from flowing to
engine injectors in response to commands from either or both
of two electrically and mechanically independent inputs.
According to the present invention, two independent
shutdown valves are connected to the inlets of a mast
selector valve such that, when either shutdown valve
actuates, high pressure is delivered from the outlet of the
3 -
most selector valve to a means, responsive to pressure, for
stopping all fuel flow to the engine injectors.
The two-solenoid valve systems known to the prior art
provide reliable fuel shutoff and run capability in aircraft
installations with a single source of shutoff commands. As
envisioned, many future installations will have two such
sources, stopping fuel flow in response to either signals
issuing from the cockpit, or commands from the electronic
engine control unit. Shutting off fuel flow in response to
either or both of two inputs using a system with a single
shutdown solenoid valve is not possible if the inputs are to
remain electrically and mechanically independent, as is
often required.
By adding a second shutoff solenoid valve and a most
selector valve to the system, the independence of the
electrical shutdown signals is maintained. Furthermore, the
requirement that the shutdown signals remain independent is
satisfied without significantly altering the sequencing
valve, shutoff valve, and run solenoid valve configuration,
allowing the present invention to be implemented with only a
minimal redesign of previous systems.
The foregoing and other objects, features, and
advantages of the present invention will become more
apparent in the light of the following detailed description
of exemplary embodiments thereof, as illustrated in the
accompanying drawings.
Brief Description of the Drawings
FIG. 1 is a simplified schematic diagram of a portion
of a fuel management system according to the present
invention;
~~~~n~~~~
FIG. 2 is a simplified schematic diagram of a first
alternate state of the portion of the system according to
the present invention: and
FIG. 3 is a simplified schematic diagram of a second
alternate state of the portion of the system according to
the present invention.
Best Mode for Carrying Out the Invention
Referring now to FaG. 1, high pressure fuel 9 flowing
to an engine (not shown) passes through a shutoff valve 10
located in a fuel supply line 12. High pressure applied at
an actuator port 14 on the shutoff valve 10 clases it,
stopping fuel flow to the engines. The actuator port
connects via a line 16 to an outlet 18 on a sequencing valve
having two inlets 22, 24 and two control ports 26, 28.
15 The first inlet 22 connects to a high pressure fuel source
(not shown) via a high pressure line 23. Typically, the
pressure of 'this high pressure fuel source ranges from 400
to 1500 psig (2,800 to 10,300 k Pa). The second inlet
connects 24 to a low pressure source, the system drain (not
20 shown), via a low pressure line 25. Due to system drain
back pressure, the pressure in the low pressure line 25
typically ranges from 60 to 250 psig (400 to 1,700 k Pa).
The pressure at each of the two control ports 26, 28 on
the sequencing valve determines which of the two inlets 22,
24 connects to the outlet 18. When the second, or shutdown,
port 28 is vented to the system drain, applying high
pressure at the first, or run, port 26 connects the outlet
18 with the second inlet 24, venting the actuation port 14
to the system drain and opening the shutoff valve 10. When
the outlet 18 connects to the second inlet 24 in this
fashion, a hydraulic latch inside the sequencing valve 20
engages. With this latch engaged, the outlet 18 remains
_ 5 _
~'~~9~O;~~c3P3
connected to the second inlet 24, irrespective of the
pressure applied at the run port 26. Only high pressure
applied at the shutdown port 28 disengages this latch,
connecting the outlet 18 with the first inlet 22. Uigh
pressure is then supplied to the actuation port 14, closing
the shutoff valve 10.
A two-position run solenoid valve 30 controls the
pressure at the run port 26. The run solenoid valve 30 has
a single inlet 31 and a single outlet 32. The inlet 31
connects, via a line 33, to the high-pressure line 23. The
outlet 32 connects, via a line 34, to the run port 26.
Another line 35, having an orifice 36, connects the line 34
supplying the run port 26 with the low-pressure line 25.
When the run solenoid valve 30 is de-energized, the run port
26 vents through the orifice 36 to the system drain through
the low-pressure line 25. When the run solenoid valve 30
energizes, high pressure fuel is supplied to the line 34
connecting the run port 26 to the run solenoid valve 30.
The orifice 36 is sized to allow only a small amount of this
high pressure fuel to flow into the low pxessure line 25.
When the run solenoid valve 30 subsequently de-energizes,
pressurized fuel in the line 34 supplying the run port 26
bleeds away, venting the run port 26.
The shutdown port 28 on the sequencing valve 20
connects, via a line 38, to the outlet 40 of a most selector
valve 42 having two inputs 44, 46. Unequal pressures
applied at these inlets 44, 46 generates an unbalanced force
on a pox~pet 48 inside the most selector valve 42. This
unbalanced force drives the poppet 48 into the inlet with
the lowest pressure, closing that inlet and preventing the
higher pressure fluid from backflowing into the lower
pressure inlet supply line. Once the poppet 48 has seated,
only pressure from the higher pressure inlet communicates
6
~~~-~~~~3~
with the outlet 40. Should the pressures at the two inlets
44, 46 be equal, as shown in FIG. l, the state of the poppet
48 is indeterminate. However, as there can be no backflow
through either inlet 44, 46, and since the poppet 48 is
constrained from seating in and plugging the outlet 40, the
outlet pressure equals the two inlet pressures.
The first 44 and second 46 inlets of the most selector
valve 42 connect, respectively, to first 50 and second 52
two-position shutdown solenoid valves. The first shutdown
solenoid valve 50 actuates in response to cockpit-issued
signals, and the second 52 in response to commands from an
electronic engine control unit (not shown). Each shutdown
solenoid valve 50, 52 connects to both the high pressure
line 23, via a line 54, and the low pressure line 25. When
a shutdown solenoid valve 50, 52 energizes, high pressure
fuel is delivered to the respective inlet 44, 46 of the most
selector valve 42. When a shutdown solenoid valve 50,52 de-
energizes, the respective inlet 44, 46 vents to the system
dra m .
2o Prior to engine operation, all three solenoid valves
30, 50, 52 are de-energized and the hydraulic latch in the
sequencing valve 20 is not engaged. The actuator port 14 on
the shutoff valve 10 is therefore pressurized and the
shutoff valve i0 closed. To allow fuel to flow to the
engine, the run solenoid valve 30 is energized long enough
to ensure that the hydraulic latch in the sequencing valve
engages. With the latch engaged, the actuator port 14 vents
to the system drain, and fuel flows through the supply line
12.
During engine operation, therefore, each of the three
solenoid valves 30, 50, 52 are de-energized and the
hydraulic latch in the sequencing valve 20 is engaged, as
shown in FIG. 1. Referring now to FIG. 2, when a shutdown
~s~~,~~ ~'~~~'~~~
command issues from the aircraft cockpit, the first shutdown
solenoid valve 50 energizes, delivering high pressure fuel
to the first inlet 44 of the most selector valve 42. As the
second inlet 46 remains rented to the system drain, 'the
poppet 48 seats in the second inlet 46. High pressure fuel
is therefore supplied at the second port 28 of the
sequencing valve 20. As the run port 26 is vented, the
hydraulic latch disengages. With the latch disengaged, high
pressure fuel is supplied to the actuator port 14, closing
the shutoff valve 10 and stopping all fuel flow to the
engine.
Referring now to FIG. 3, in response to a command from
the electronic engine control unit, the second shutdown
solenoid valve 52 energizes, delivering high pressure fuel
to the second inlet 46 of the most selector valve 42.
Similar to the cockpit-issued shutdown command case, high
pressure is then delivered to the second port 28 of the
sequencing valve 20. This disengages the hydraulic latch,
supplying high pressure fuel to the actuator port 14 and
closing the shutoff valve 10.
It should be noted that the sequencing valve 20 and a
spring 29 inside the sequencing valve 20, have been sized to
disengage the hydraulic latch when either shutdown solenoid
valve 50, 52 is energized, even if the run solenoid valve 30
is also energized.
Although the invention has been shown and described
with respect to exemplary embodiments thereof, it should be
understood by those skilled in the art that various changes,
omissions and additions may be made therein and thereto,
without departing from the spirit arid scope of the
invention.
8
